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Abstract:

An automobile air intake system is provided that channels air from
outside the automobile engine compartment to the engine. The automobile
air intake system according to an embodiment of the invention includes an
intake enclosure coupled to a bulkhead across the front of the engine
compartment. The automobile grille, radiator, and a front portion of the
hood in front of the bulkhead form a flow channel to an intake port of
the intake enclosure. Aspects of the invention include a screen extending
from the bulkhead to the grille for inhibiting the flow of water and
particles through the flow channel. Other aspects provide an alternative
air path for channeling air from the engine compartment to the intake
enclosure.

Claims:

1-12. (canceled)

13. An vehicle air intake system comprising: a hood; a bulkhead; a grille
disposed forward of the bulkhead; a hood disposed over the engine
compartment; and an intake enclosure coupled to the bulkhead, the intake
enclosure having an intake port; wherein the intake enclosure forms an
intake channel for channeling air from the intake port at a first end of
the enclosure to an air filter coupled with a second end, the intake
channel being inclined as it extends from the intake port, the intake
channel inclines from the intake port to an apex and declines from the
apex downstream along the intake channel, and the grille, the bulkhead,
and the hood define a serpentine airflow path to the intake port.

14. The intake system of claim 13, wherein the intake enclosure includes
a plurality of walls and a base forming the intake channel, end portions
of the walls and base forming the intake port as an entryway to the
intake channel, the end portions of the intake walls being oblique from
the base at the intake port at an angle between 15 degrees and 85
degrees.

15. The intake system of claim 14, wherein the angle is between 30 and 60
degrees.

16. The intake system of claim 14, wherein the intake port generally
faces toward the front of the vehicle and the intake walls are angled
toward the rear of the vehicle.

17. The intake system of claim 13, further comprising a seal disposed
between the hood and the grille.

18. The intake system of claim 13, wherein the intake enclosure forms an
intake channel for channeling air from the intake port at a first end of
the enclosure to an air filter coupled to a second end, the intake
channel having a first cross-sectional area proximate the intake port
that tapers to a second cross-sectional area at a point downstream of the
intake port, the first cross-sectional area having an effective diameter
about 10% or more greater than the second cross-sectional area for
reducing the air velocity at the intake port.

19. The intake system of claim 18, wherein the first cross-sectional area
effective diameter is about 99 cm2 and the second cross-sectional
area effective diameter is about 88 cm.sup.2.

20. The intake system of claim 13, further comprising a radiator disposed
within the engine compartment, wherein the apex is disposed rearward of
the bulkhead and the radiator is substantially aligned beneath the apex.

21. The intake system of claim 20, wherein the intake enclosure is
stepped at a bottom of the channel near the intake port in a plane
intersecting the apex.

22. The intake system of claim 13, wherein the hood includes an outer
hood skin and an inner hood frame, the hood skin and the hood frame
forming an alternate intake passageway therebetween for placing the
engine compartment and the intake port in fluid communication.

23. The intake system of claim 22, further including a latch for locking
the hood in a closed configuration, wherein the hood frame forms an exit
port proximate the hood latch when the hood is in a closed configuration.

24. The intake system of claim 22, wherein the hood frame forms an exit
port proximate the intake enclosure intake port when the hood is in a
closed configuration.

25. An air intake enclosure for a vehicle, comprising: a base; and a
plurality of walls, the walls and the base forming an airflow channel
having a first end and a second end with an intake port defined at the
first end; wherein the base is inclined along the channel from the intake
port to an apex, and declines from the apex toward the second end, and
the base has a step adjacent the intake port for encouraging objects to
travel out of the intake channel.

26. The automobile air intake enclosure of claim 25, wherein the base and
walls form a first channel portion at the first end having a first
cross-sectional area and a second channel portion spaced apart from the
first cross-sectional area toward the second end having a second
cross-sectional area, the first cross-sectional area having an effective
diameter about ten percent or more larger than an effective diameter of
the second cross-sectional area.

27. The automobile intake system of claim 25, wherein the intake port is
formed in a plane angled between 5 degrees and 85 degrees from the base.

28. A vehicle air intake enclosure comprising: a base; and a plurality of
walls, the walls and the base forming an airflow channel having a first
end and a second end with an intake port at the first end; wherein the
airflow channel includes a bulge between the first and second ends at a
high point between the first and second ends, and the intake port is
formed in a plane angled between about 5 degrees and about 85 degrees
from the base, and the base has a step adjacent the intake port for
encouraging objects to travel out of the intake channel.

29. The air intake enclosure of claim 28, wherein the base and walls form
a first channel portion at the first end having a first cross-sectional
area and a second channel portion having a second cross-sectional area
spaced apart from the first cross-sectional area, the first
cross-sectional area having an effective diameter about ten percent or
more larger than an effective diameter of the second cross-sectional
area.

30. A method for drawing air into an internal combustion engine
comprising: closing a vehicle hood to form a serpentine intake airflow
passageway between a grille, a bulkhead, and an inner portion of the
hood; and drawing air through the serpentine passageway into an intake
system intake port, wherein drawing air through the serpentine passageway
includes: screening large particles and liquid drops from the air as it
passes through the serpentine path; and passing the air through a filter
subsequent to screening large particles and liquid drops from the air.

31. The method of claim 30, wherein drawing air through the serpentine
passageway further includes: drawing the air into the intake port at a
volumetric flow rate and a first velocity; transporting the air along the
passageway; and increasing the air velocity to a second velocity while
maintaining the volumetric flow rate and transporting the air along the
passageway.

32. The method of claim 30, further comprising channeling air from an
engine compartment through a hood passageway formed between a hood skin
and a hood frame to the intake system intake port on condition the
serpentine passageway is at least partially obstructed.

33. The method of claim 32, wherein channeling air from the engine
compartment includes channeling the engine compartment air to a portion
of the serpentine passageway.

34. The method of claim 33, wherein channeling air from the engine
compartment further includes channeling the engine compartment air
through a hood latch opening formed in the hood frame proximate a hood
latch when the hood is in the closed position.

35. The method of claim 32, wherein channeling air from the engine
compartment further includes channeling the engine compartment air
through a hood intake opening formed in the hood frame proximate the
intake enclosure intake port when the hood is in the closed position.

Description:

[0001] This application is a continuation of U.S. application Ser. No.
12/816910 filed on Jun. 16, 2010 and a divisional of U.S. application
Ser. No. 12/816926 filed on Jun. 16, 2010, both expressly incorporated
herein by reference, and both continuation applications of U.S.
application Ser. No. 11/754,942 filed on May 29, 2007, now issued as U.S.
Pat. No. 8,157,040, and U.S. application Ser. No. 10/887,851 filed on
Jul. 12, 2004, now issued as U.S. Pat. No. 7,237,635.

TECHNICAL FIELD

[0002] This invention relates generally to an automobile air intake
system. More particularly, the invention relates to an automobile
over-bulkhead air intake system and a method for drawing air into a
combustion engine.

BACKGROUND

[0003] Air intake systems provide necessary air to internal combustion
engines to aid in the combustion process. Conventional intake systems
either draw air from inside the engine compartment, or they draw air from
outside the vehicle via an exterior intake port. Systems designed where
the air is drawn from inside the engine compartment commonly suffer a
drawback of drawing in warmer and less dense air than exterior air. This
reduces the efficiency of the engine compared with the use of cooler
exterior air. A solution to address the shortcoming of these systems is
to draw in cooler exterior air. However, systems designed where the air
is drawn in via an exterior intake port commonly suffer a drawback of
drawing in air that includes water or particles, which can block the
engine intake, inhibit airflow, or damage the engine. Solutions have been
proposed to address the shortcomings of these exterior intake port
systems.

[0004] U.S. Pat. No. 5,564,513 to Wible et al. discloses an exterior air
intake system for an internal combustion engine that includes an intake
port disposed under the vehicle hood in front of the radiator. The intake
port includes a filter for removing solid particulates from the intake
air and for separating water from the air. The intake port, however,
requires a large space forward of the radiator under the hood of the
vehicle, which is difficult to fit within the compact engine compartments
of contemporary vehicles. Further, due to the filter's proximity to the
exterior opening of the port, the filter may have a propensity to clog
quickly to inhibit airflow and may require frequent changing.

[0005] U.S. Pat. No. 6,510,832 issued to Maurer et al. discloses an
exterior air intake system for an internal combustion engine that is
aimed at avoiding water intake by providing a main air inlet to exterior
air, an auxiliary air inlet, a moisture sensor, and an electric valve to
close the main air inlet. When moisture is sensed in the main inlet, the
electric valve closes the main inlet and air is drawn from the engine
compartment into the auxiliary air inlet. The Maurer system, however,
requires pneumatic or electro-pneumatic drives and an electrical moisture
sensor. These complicated elements may be subject to an increased chance
of failure.

[0006] U.S. Pat. No. 5,022,479 to Kiser et al. discloses a rectangular
channel formed in the vehicle hood that includes a forward ambient air
inlet and a rear air outlet. The channel includes a series of baffles to
capture moisture from air flowing therethrough. A sealing sleeve is
provided to bridge between the channel and the engine air cleaner. The
Kiser system has drawbacks in that it occupies a large amount of hood
space and relies upon a special sleeve design to connect with the air
cleaner system.

[0007] U.S. Pat. No. 4,971,172 to Hoffman et al. discloses air ducts
formed in the hood of a truck to eliminate water and heavier particles
from the air stream. The intake pathway includes vertical ducts with
drainholes to permit the drainage of water collected in the pathway. The
intake pathways occupy a large amount of hood space and create a long
conduit to the intake system, which inhibits efficient airflow.

[0008] Accordingly, a need exists for an improved air intake system. In
addition, a need exists for a method of efficiently obtaining cool
exterior air for an internal combustion engine having low moisture and/or
particulate content.

SUMMARY

[0009] In order to overcome drawbacks of the prior art and/or provide an
alternate arrangement, aspects of the present invention provide an
automobile air intake system for providing air from outside the engine
compartment to the engine. The automobile air intake system according to
an embodiment of the invention includes an intake enclosure coupled to a
bulkhead across the front of the engine compartment. The automobile
grille, radiator, and a front portion of the hood in front of the
bulkhead form an airflow channel to an intake port of the intake
enclosure. Aspects of the invention include a screen extending from the
bulkhead to the grille for inhibiting the flow of water and particles
through the flow channel and for forming a transverse intake path. Other
aspects provide an alternative air path for channeling air from the
engine compartment to the intake enclosure.

[0010] Aspects of the present invention further provide an automobile air
intake system for providing air from the engine compartment to the
automobile engine via an intake path through the hood. The intake path
through the hood may be an alternate path for providing air to the engine
when a primary path is at least partially obstructed. According to an
embodiment of the invention, the automobile air intake system includes an
intake enclosure and a hood having a passageway for providing air from
the within the engine compartment to the intake enclosure. Other features
and advantages of various aspects of the invention will become apparent
with reference to the following detailed description and figures.

BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The invention will be described in detail in the following
description of preferred embodiments with reference to the following
figures wherein:

[0012]FIG. 1 is a front perspective view of an automobile air intake
system according to an embodiment of the invention;

[0013]FIG. 2 is an enlarged front right perspective view of Detail 2 of
FIG. 1;

[0014]FIG. 3 is a front left perspective view of a portion of the
automobile air intake system of FIG. 1 shown with the hood in an open
position;

[0015]FIG. 4 is a rear perspective view of a portion of the automobile
air intake system of FIG. 1 as viewed from within the engine compartment
with the hood in an open position;

[0016] FIGS. 5 and 6 are top and side views respectively of the air intake
enclosure of FIG. 1;

[0017]FIG. 7 is a front view of a portion of the automobile air intake
system of FIG. 1 shown with the hood in a closed position;

[0018] FIG. 8 is a partial cross-sectional view taken through line 8-8 of
FIG. 7;

[0019]FIG. 9 is a front perspective view of an automobile air intake
system according to another embodiment of the invention;

[0020]FIG. 10 is a partial cross-sectional view taken through line 10-10
of FIG. 9;

[0021]FIG. 11 is a perspective view of Detail 11 of FIG. 9 showing the
hood frame with the hood skin removed;

[0022]FIG. 12 is a perspective view of a portion of the automobile air
intake system of FIG. 9 showing the air flow into the air intake
enclosure;

[0023]FIG. 13 is perspective view of a portion of an automobile air
intake system similar to FIG. 11 according to a further embodiment of the
invention showing the hood frame with the hood skin removed; and

[0024]FIG. 14 is a perspective view of a portion of the automobile air
intake system of FIG. 13 showing the airflow into the air intake
enclosure.

DETAILED DESCRIPTION

[0025] Referring The various aspects of the invention may be embodied in
various forms. The following description shows by way of illustration
various embodiments in which aspects of the invention may be practiced.
It is to be understood that other embodiments may be utilized and
structural and functional modifications may be made without departing
from the scope of the present invention. Referring now to FIGS. 1-8, an
automobile air intake system 10 is shown according to an embodiment of
the invention as part of an automobile 12. As shown, automobile air
intake system 10 generally includes an air intake enclosure 14 and a flow
path 16 (see FIG. 8) to intake enclosure 14, which is generally formed by
grille openings 19 through a grille 18, a radiator 20, and a front
portion 22 of hood 24 disposed at the front portion of automobile 12.
Automobile air intake system 10 provides cooler air from outside the
engine compartment to the automobile engine (not shown) while deterring
the ingress of particles and water contained in the air from being drawn
into air intake enclosure 14.

[0026] As shown in FIGS. 1-4, automobile 12 includes a frame 26 forming
boundaries of an engine compartment 28. Disposed across the front of
engine compartment 28 is a transverse frame element commonly referred to
as the bulkhead 30. Bulkhead 30 is generally a structural frame member,
such as a U-shaped steel bar, that traverses a front region of the engine
compartment along a top region of the compartment. Air intake enclosure
14 is disposed above bulkhead 30 and can be attached directly to the
bulkhead, to a bulkhead cover 56, and/or to other structures via hardware
such as bolts and/or other common connectors. As shown in FIG. 4, air
intake enclosure 14 provides an air passageway to air filter unit 34,
which further channels filtered air to the automobile engine (not shown).

[0027] Referring specifically to FIGS. 5 and 6, air intake enclosure 14
generally includes walls 37, which together form a channel 44 for
channeling air along airflow path 45 to air filter unit 34. At a front
portion of intake enclosure 14, walls 37 may include a base 36 opposed by
a top 38, and a pair of opposing sidewalls 40 and 42. Front portions of
base 36, top 38 and sidewalls 40 and 42 form an intake port 46 generally
facing toward the front of automobile 12. Intake port 46 is preferably
oblique from base 36 and/or from the cross-section of airflow path 45 to
provide an opening that is larger than the cross-section of channel 44
perpendicular to airflow path 45 at intake port 46. For instance, as
shown in FIG. 6, intake port 46 may form an acute angle α with
airflow path 45 and/or base 36 at point 45a through intake port 46. Acute
angle α is preferably between about 5 degrees and 85 degrees, and
is more preferably between about 30 degrees and 60 degrees. Even more
preferably, acute angle α is about 45 degrees, which provides an
intake port 46 having a larger area than the cross-section of channel 44
perpendicular to airflow path 45. As discussed further below, this
reduces the airflow velocity at intake port 46 to reduce the possibility
of drawing in water and particles in the air. As shown, base 36, top 38
and sidewalls 40 and 42 curve together along airflow path 45 to form
circular tube 48 extending toward air filter unit 34.

[0028] The cross-sectional area of channel 44 perpendicular to airflow
path 45 preferably tapers down from a relatively large cross-sectional
area at point 45a, as created by width W and the channel height at that
point, to a smaller cross-sectional area based on the diameter D of tube
48 leading to air filter unit 34. Preferably, the cross-sectional area of
channel 44 perpendicular to airflow path 45 at point 45a has an effective
diameter that is 10 percent or more than the effective diameter of the
cross-sectional area of the channel along tube 48 perpendicular to
airflow path 45 at point 45d. This provides a lower air velocity at
intake port 46 than along tube 48 for a given volumetric flow rate
through channel 44. For example, the effective diameter at point 45a may
be about 99 cm2 and the effective diameter at point 45d may be about
88 cm2. As discussed later in concert with FIG. 8, less particulate
and/or water content is drawn into air intake enclosure 14 at lower air
velocities through intake port 46, such as permitted via the relatively
large cross-sectional area at point 45a, than would be drawn in with
higher air velocities at the intake port, such as if the velocity at
point 45d due to its smaller cross-sectional existed at point 45a. Air
intake enclosure 14 is preferably a molded plastic unit as is known in
the art, which is airtight, generally lightweight, and robust, yet
inexpensive to manufacture; however, it can be formed via other known
manufacturing technologies, such as from an assembly of metal or plastic
components.

[0029] Air intake enclosure 14 is shaped and adapted to extend over
radiator 20, which is preferably aligned underneath a high point or apex
50 of base 36 of air intake enclosure 14 (see FIG. 8). Thus, as shown in
FIG. 6, base 36 and airflow path 45 at point 45b are inclined as they
extend from intake port 46 to base apex 50. This encourages particles,
objects, water, etc. to exit channel 44 via intake port 46, which may
have been drawn into or fallen into channel 44. Stated another way, base
apex 50 forms a gravity bias at the front of intake enclosure 14 to
discharge particles, moisture, or objects out of the front of intake
enclosure 14 through intake port 46. To further encourage such items to
leave channel 44, base 36 forms a step 52 disposed within intake port 46.
In the event objects such as tools fall through intake port 46 into
channel 44 when the hood is in an open configuration, step 52 encourages
these objects to exit channel 44 via intake port 46.

[0030] Placing radiator 20 below base apex 50 permits the radiator to be
disposed behind bulkhead 20. As discussed later along with FIG. 8,
radiator 20 is preferably disposed rearward of bulkhead 30, rather than
aligned with or in front of bulkhead 30, which is most common in
conventional vehicles. The rearward offset of radiator 20 from bulkhead
20 can reduce turbulence along flow path 16, reduce the absorption of
heat from radiator 20 by intake air, and provide space for intake port 46
on top of bulkhead 30 by allowing bulkhead 30 to be lower than the top of
radiator 20.

[0031] As shown in FIG. 6, base 36, channel 44 and airflow path 45 are
preferably angled downward extending from base apex 50 toward air filter
unit 34 along tube 48, as shown by points 45c and 45d. A bottom point 54
may exist along tube 48 prior to connecting with air filter unit 34 (see
FIG. 4), which allows any objects or moisture drawn into channel 44 to
collect for withdrawal in concert with air filter changes and/or to act
as a fluid trap. Optionally, a drain hole (not shown) may be formed in
tube 48 at bottom point 54 to permit the drainage of any moisture drawn
into channel 44.

[0032] As shown in FIGS. 2, 3 and 8, a bulkhead cover 56 is disposed on
top of bulkhead 30 and is preferably mounted substantially flat on top of
bulkhead 30. Bulkhead cover 56 extends forward from the top of bulkhead
30 to the top of grille 18 and includes a plurality of holes 58 formed
therethrough, which form a mesh or screen 60. Screen 60 forms an air
permeable barrier across flow path 16 for inhibiting moisture droplets
and relatively large particles from entering air intake enclosure 14
without significantly affecting the flow rate of the incoming air. Screen
60 should have holes that are small enough to screen out most debris, but
not too small to significantly restrict airflow. For example, screen 60
may include holes having an area of about 140 square millimeters, which
will prevent the ingress of most debris and permit good airflow
therethrough. The moisture droplets and particles may be from water or
particles splashed or thrown on the front of automobile 12, as well as
from moisture or particles carried by intake air. Screen 60 provides an
initial deflection of these items, which can prevent the intake system
from being clogged or requiring premature replacement of the air filter
(not shown).

[0033] Preferably, screen 60 extends between bulkhead 30 and grille 18 at
an angle from horizontal to encourage any particles or moisture collected
on screen 60 to travel downward and fall from screen 60. More preferably,
as shown in FIG. 8, screen 60 is angled downward from bulkhead cover 56
to grille 18 at a downward angle γ from the top of bulkhead cover
56, which encourages particles or moisture collected on screen 60 to
travel downward away from radiator 20 and avoid being drawn through the
radiator. Downward angle γ is preferably between about 15 degrees
and 85 degrees, and more preferably between about 30 degrees and 60
degrees. Even more preferably, angle γ is about 45 degrees.
Downward angle γ in these ranges enables screen 60 to deflect items
splashed or thrown toward the flow path 16 due to the small angle of
incidence at which such items are likely to encounter screen 60 when
angled downward at angle γ.

[0034] Referring specifically to FIG. 8, flow path 16 is illustrated with
respect to various components of air intake system 10. As shown, radiator
20 is disposed rearward in the vehicle of bulkhead 30 beneath base apex
50. In conventional vehicles, the radiator 20 is superimposed beneath the
bulkhead 30 relatively close to grille 18. Offsetting radiator 20
entirely rearward of bulkhead 30 provides a relatively large frontal
space 62 compared with placing radiator 20 directly below bulkhead 30.
Since radiator 20 is not superimposed beneath bulkhead 30, it provides
flexibility in design to place bulkhead 30 lower in the engine
compartment than conventional arrangements, such as generally even with
or entirely below the top of radiator 20. (This also provides space for
intake port 46 without significantly increasing the height of hood 24, if
at all). Large frontal space 62 provides a pocket of air that is less
turbulent than conventional arrangements, which reduces the mixing of
intake air with warmer air proximate radiator 20. As such, cooler
exterior air, which is denser and more efficient for combustion than
warmer air, can be provided to air intake enclosure 14 and ultimately to
the automobile engine (not shown). Frontal space 62 also provides a
location for water disposed in the area of the intake path to drain down
away from intake port 46.

[0035] As shown in FIG. 8, air is drawn into air intake enclosure 14 along
flow path 16. The air flows in from the front of vehicle 12 through gaps
19 in grille 18. When vehicle 12 is being operated under average driving
conditions, air is forced into frontal space 62 in a generally rearward
direction along portion 16a of flow path 16 due to forward motion of
vehicle 12. Radiator 20 and/or other components of vehicle 12 partially
dam the air, which causes the air pressure to increase in frontal space
62. This encourages the air to turn about 90 degrees or more from its
rearward path at portion 16b to flow upward along portion 16c. As such,
air flowing through grille 18 turns such that it flows at an angle 6 at
portion 16b from its entry path to flow upward and forward along portion
16c through screen 60. Preferably, angle δ is about 15 degrees to
85 degrees, and more preferably is about 45 degrees. Channeling intake
air to turn angle δ encourages moisture droplets and particles
suspended in the air along portion 16a to continue rearward rather than
being drawn along the relatively sharp turn of 16b along flow path 16.

[0036] The engine intake system provides vacuum via intake port 46 of air
intake enclosure 14 to further encourage air from frontal space 62 to
turn along portion 16b and flow upward along portion 16c. Vacuum from the
intake system may be the primary moving force to encourage air to move
along flow path 16 when the vehicle is not moving or is moving rearward.
Once intake air is drawn in through screen 60 along portion 16c, the
inside of hood frame 172 at a forward portion of hood 24 channels the air
to turn it rearward at portion 16d and to channel it toward intake port
46 along portion 16e. The rearward turn at portion 16d further encourages
remaining moisture droplets or particles to drop out of the air, such as
by collecting on the inside of hood frame 172. Thus, flow path 16 may be
a serpentine path that is generally S-shaped in the vertical plane, which
encourages suspended particles and moisture droplets drawn through grille
18 to continue rearward toward the radiator based on their greater mass
and momentum in comparison with the air. Flow path 16 further encourages
remaining particles and moisture droplets to collect along screen 60 or
the inside of hood frame 172. Thus, the amount of moisture and
particulate drawn into the air intake system is reduced compared with
non-winding intake paths.

[0037] This arrangement provides advantages over simpler winding intake
paths, as the large rearward momentum of the particles and moisture
droplets entering grille 18 at normal vehicle driving speeds encourages
their separation from the air. To reduce particulate and moisture content
further, screen 60 is disposed to capture particles and liquid droplets
that may continue along portion 16c of flow path 16 or that may splash
upward along the air path. The serpentine flow path 16, which is
generally S-shaped as viewed in the vertical plane, can eliminate a large
amount of moisture droplets and particles from intake air, which is
enhanced by screen 60.

[0038] In addition to the vertical channeling of intake air as illustrated
by the general S-shape shown in FIG. 8, flow path 16 also channels a
large portion of intake air horizontally to further reduce the amount of
particulate and moisture droplets further. As shown in FIG. 1, screen 60
generally extends across grille 18 a distance S that is much wider than
the width W of intake port 46. Thus, as shown in cross-section in FIG. 8,
a generally horizontal bulkhead channel 64 is formed between the top of
grill 18, bulkhead cover 56, screen 60, and the inside of hood frame 172.
After intake air is drawn through screen 60, depending on its lateral
relation to intake port 46, it may be channeled laterally along bulkhead
channel 64. Within bulkhead channel 64, the intake air is channeled
laterally to turn an angle of about ninety degrees for channeling it
toward air intake port 46.

[0039] Seals 66 and 68 are preferably disposed fore and aft of bulkhead
channel 64, which may be attached to the underside of hood frame 172, to
provide a generally airtight flow path 16 extending laterally toward
intake port 46. Seals 66 and 68 are preferably made from compressible
materials, such as rubber or foam, which can provide tight seals between
the inside of hood frame 172 and grille 18, the top of intake air
enclosure 14, and bulkhead cover 56. Tight seals enhance the
effectiveness of air intake system 10 by ensuring the majority of intake
air travels via airflow path 16 into intake port 46. Other seals, such as
tongue-and-groove configurations between the inside 172 of hood 24 and
bulkhead cover 56 or other structures, are also contemplated for
generally sealing bulkhead channel 64. Vacuum from the engine provides
low air pressure inside air intake enclosure 14, which encourages intake
air to travel along bulkhead channel 64 into intake port 46. Higher
pressure within intake space 62 during forward movement of vehicle 12
further encourages intake air to travel along bulkhead channel 64 into
intake port 46 due to the width of grille 18 and screen 60 compared with
intake port 46. Thus, although a portion of intake air may travel
generally vertically up through screen 60 directly into intake port 46, a
significant portion of intake air may travel laterally within bulkhead
channel 64 along bulkhead cover 56 from portions of screen 60 that are
not disposed directly in front of intake port 46. Such lateral channeling
of much of the intake air further encourages moisture droplets and
particles to drop out of the intake air.

[0040] Various aspects of air intake system 10 combine together to reduce
the quantity of moisture droplets and particulate in intake air. Reducing
the amount of moisture droplets and particles in intake air increases the
life of the air filter disposed in air filter unit 34, provides cleaner
air to the intake system and engine, and provides cooler outside air for
combustion, which can greatly increase the efficiency of the engine (not
shown). Turns 16b and 16d of the vertical portion of flow path 16,
combined with the lateral channeling of air through bulkhead channel 64
portion of flow path 16 and the low air velocity along flow path 16,
encourages many particles and moisture droplets to exit the intake air
prior to entry through intake port 46. Due to greater length of bulkhead
channel 64 compared with the width of intake port 46, the velocity of air
being drawn through screen 60 can be lower than the velocity of air
entering through intake port 46. As discussed above along with FIGS. 5
and 6, the intake velocity at intake port 46 is kept relatively low
compared with the velocity along tube 48, which even further reduces the
ingress of moisture and particles. These aspects combine together to
greatly reduce the ingress of moisture and particles into air intake
system 10.

[0041] In addition to providing cooler and cleaner air during normal
driving condition provided by the aforementioned aspects of intake air
system 10, which can be practiced individually or together, air intake
system 10 further reduces the possibility of drawing moisture and
particles into the intake system during more extreme driving conditions.
The placement of intake port 46 as high as possible against the inside of
hood 24 reduces the likelihood of water entering the intake system during
extreme driving conditions, such as through heavy rain storms or
high-standing water. As long as air can enter flow path 16, such as via
the top portion of grille 18, cooler exterior intake air can be provided
to the intake system that has reduced moisture and particulate content.
Even during these extremely wet conditions, the vertical and lateral
channeling of air along airflow path 16, the low intake air flow rate
through airflow path 16, and the screening of the air through screen 60
reduce the likelihood of water droplets being drawn into air intake
system 10.

[0042] Referring now to FIGS. 9-12 along with FIGS. 1-8, an automobile air
intake system 110 according to another embodiment of the invention is
shown. Intake system 110 provides an alternate intake path for conducting
air contained within engine compartment 28 to intake port 46 in the event
a primary intake path to exterior air is unavailable or partially
blocked. Automobile air intake system 110 generally includes the aspects
and preferences of air intake system 10 discussed above, except regarding
the alternate intake path. Although air intake system 110 generally
includes the aspects and preferences of intake system 10, aspects of air
intake system 110 related to an alternate intake path may be practiced
apart from the aspects and preferences of air intake system 10. Further,
the alternate intake path aspects of system 110 may be practiced as a
primary or sole intake path for providing air from an engine compartment
to an engine.

[0043] In addition to the features disclosed along with embodiment 10,
automobile intake system 110 generally includes an air intake path within
hood 24 that extends between engine compartment 28 and bulkhead channel
64. As shown in FIG. 10, hood 24 includes an outer skin 170 that is
generally uninterrupted, and a hood frame 172 spaced apart from and
attached to the underside of hood skin 170. Hood frame 172 forms a
plurality of intake orifices 174 generally disposed in the central region
of the hood 24 for drawing in air from within engine compartment 28. Gaps
between hood skin 170 and hood frame 172 form one or more air passageways
176 for conducting air from within engine compartment 28 via intake
orifices 174 to an exit port 178, which feeds into bulkhead channel 64.
As shown, exit port 178 may be a latch hole through hood frame 172 used
to engage a latch 179 when hood 24 is in the closed position. Passageways
176 provide an alternate intake path from inside the engine compartment
to bulkhead channel 64, which leads to intake port 46. Thus, in the event
the primary airflow path 16 providing exterior air to intake port 46 is
partially or fully blocked, air within engine compartment 28 may be
channeled into the engine (not shown) to keep it running. This can be a
great advantage for unexpected emergency conditions, such driving into
deep flood waters.

[0044]FIG. 11 is a top perspective view of hood frame 172 with hood skin
170 removed to show the passageways 176 within hood 24 for conducting air
from engine compartment 28 via intake orifices 174 to exit port 178.
Intake orifices 174 include large orifices 174a, which can serve the dual
purpose of reducing the weight of hood 24 by eliminating elements of hood
frame 172 and providing large airflow into air passageways 176, and small
orifices 174b. The small orifices can be strategically formed within hood
frame 172 to provide air intake advantages. For instance, small orifices
174b may be placed nearer to exit port 178 than larger orifices 174a to
improve flow through hood passageways 176 without significantly affecting
the strength of hood frame 172. In comparison with smaller orifices 174b,
the placement of large orifices 174a may be more significantly governed
by hood frame strength considerations. In another example, small orifices
174b may be placed in desirable intake positions within engine
compartment 28, such as at high points in hood 24 or in positions away
from concentrations of engine heat.

[0045] Hood frame 172 shown in FIG. 11 includes a bulge 182 that, on its
opposite side, forms an intake enclosure cavity 180 on the underside of
the hood frame 172. As shown in FIG. 8, cavity 180 receives a top portion
of intake enclosure 14 and provides a space 184 in front of intake port
46, which permits intake air entering intake port 46 to have a relatively
slow velocity compared with the velocity along tube 48 of intake
enclosure 14. As shown in FIG. 12, air exiting exit port 178 enters
bulkhead channel 64 and is channeled into intake port 46 via cavity 180.

[0046] Passageways 176 shown in FIG. 11 are preferably used to provide air
to the automobile engine on condition the primary path, such as flow path
16, is at least partially blocked. For example, suppose a vehicle
suddenly encounters floodwaters 186 with a water level at a depth 186a up
to the height of grille 18 or greater as shown in FIG. 10. The water
blocks airflow at portion 16a of flow path 16 from providing air to
bulkhead channel 64 and thereby to intake port 46. As such, the
automobile engine (not shown) on an automobile without intake system 110
may stall and/or draw in water, and the vehicle driver may become
stranded. With an intake system such as automobile intake system 110,
intake port 46 may draw air from inside engine compartment 28 via
passageways 176, exit port 178 and bulkhead channel 64 to thereby permit
continued operation of the engine (not shown).

[0047] Because intake orifices 174 are disposed at the top of engine
compartment 28 within hood 24, the air drawn in is not proximate to the
water 188 disposed within engine compartment 28. Further, because
radiator 20, grille 18, and other front portions of the automobile act as
dam while the automobile moves forward, the level 188a of water within
the engine compartment should be lower than the level of water 186b in
front of radiator 20 or the level of water 186a in front of the vehicle.
Thus, the automobile engine (not shown) can continue to operate through
the high water levels by drawing air through air passageways 176, exit
port 178 and bulkhead channel 64 into intake port 46.

[0048] In addition to providing an alternate path for intake air,
automobile intake system 110 provides winding passageways to inhibit the
intake of moisture droplets and particles into intake enclosure 14. The
large sizes of the intake orifices 174 in hood frame 172 and the
passageways 176 within the hood allow the air to be withdrawn from the
engine compartment at a relatively slow velocity compared with the
velocity through intake enclosure 14. The inside of hood 24 along
passageways 176 may act like baffles to condense and capture moisture
contained within the intake air. Further, the flow channel through exit
orifice 178 and bulkhead channel 64 encourages moisture and particles to
be removed from the intake air in a manner similar to flow path 16 by
turning the air as it leaves exit orifice 178 and enters bulkhead channel
64.

[0049] During normal operation of automobile 12 in which flow path 16 is
not obscured, little if any air will be drawn through passageways 172
from engine compartment 24. This is because high pressure in frontal
space 62 during forward vehicle motion drives air into bulkhead channel,
which will not favor and may likely discourage airflow into bulkhead
channel 64 from exit orifice 178. When vehicle 12 is not moving, the path
of least resistance will likely be through airflow path 16 rather than
via exit orifice 178, because the cross-sectional flow area through exit
orifice 178 is small compared with airflow path 16. As such, passageways
176 require a larger pressure differential to draw air therethrough than
airflow path 16. During normal operating conditions, air is readily
available via the comparably large intake area of flow path 16. However,
when flow path 16 becomes partially or fully blocked, the vacuum draw
from the engine (not shown) via intake enclosure 14 increases at exit
orifice 178 due to restricted air intake, which increases the pressure
differential between engine compartment 28 and bulkhead channel 64 to
thereby draw air through air passageways 172 and exit orifice 174.

[0050] Referring now to FIGS. 13 and 14, an automotive intake system 210
according to a further embodiment of the invention is shown. Automotive
intake system generally includes the aspects and preferences of
automotive intake system 210, except as relating a second exit orifice
within hood skin 172. As shown in FIG. 13, hood frame 172 forms a second
exit orifice 192 through bulge 180 and intake enclosure cavity 180 that
extends into space 184 in front of intake port 46. This additional port
provides increased airflow to intake enclosure 14 from engine compartment
24 on condition flow path 16 becomes partially or fully blocked.
Passageways 190 conduct air from the engine compartment 24 to second exit
orifice 192 in concert with passageways 176 for conducting air to exit
orifice 178. Intake air exits second exit orifice 192 via path 183 shown
in FIG. 14 to enter intake port 46. Optionally, one or more valves (not
shown), such as spring biased valves, may be provided at exit orifices
178 and 192 to prevent inflow from the alternative passageways during
normal operating conditions. When the vacuum draw within bulkhead channel
64 increases due to limited air supply, the optional valves (not shown)
may open to provide access to the alternative passageways 172 and 190.

[0051] Automobile air intake systems 10, 110 and 210 illustrate various
aspects of an automotive air intake system according to the present
invention. These systems provide cool exterior air to the engine during
normal driving conditions, which may have fewer particles and lower
moisture content. In addition, aspects of these systems can reduce the
possibility of drawing moisture and particles into the intake system
during more extreme driving conditions, such as heavy rain or high water
conditions. The aspects of the present invention disclosed in these
embodiments can be practiced individually or together. For instance,
aspects related to airflow path 16 may be practiced without practicing
aspects related to the configuration of air intake enclosure 14. In
another example, the alternate intake path aspects of system 110 may be
practiced as a primary or sole intake path for providing air from an
engine compartment to an engine.

[0052] While the present invention has been described in connection with
the illustrated embodiments, it will be appreciated and understood that
modifications may be made without departing from the true spirit and
scope of the invention. In particular, the invention applies to many
different types of vehicles and intake configurations.

Patent applications by Raymond Khouw, Dublin, OH US

Patent applications by Ryan Chapman, Powell, OH US

Patent applications by Takeshi Hagiwara, Dublin, OH US

Patent applications by HONDA MOTOR CO., LTD.

Patent applications in class With means to guide and/or control combustion air for power plant

Patent applications in all subclasses With means to guide and/or control combustion air for power plant